Track switch and rerailer



Dec. l, 1959 J. cHEcKoN 2,915,263`

TRACK SWITCH AND RERAILER Filed April 20. 1954 2 Sheets-Sheet 1 JOHN CHE6K 0N bis Alorn ey.

Dec. l, 1959 J, CHECKQN 2,915,263

TRACK SWITCH AND RERAILER Filed April 20, 1954 2 Sheets-Sheet 2 q E12-E- al u *WHW -v i nv vE/v ron.' JoH/v @HEC/(0N,

his Attorney.

United States, Patent() TRACK SWITCH AND RERAILER .lohn Checkon, Gary,Ind., assignor to United States Steel Corporation, a corporation of NewyJersey Application April 20, 1954, Serial No. 424,380

2 Claims. (Cl. 246-423) -railing, and breakage of switch points. Second,derail ing of the car track wheels is caused by scrap particles on thetread surfaces of the track rails, and derailing, regardless of thecause, requires the use of `rerailing apparatus of the type, forexample, shown in United States Patent No. 2,354,473. The installationof rerailing apparatus further necessitates breaks in the main tracks atthe points at which it is to be installed.

One of the principal objects of this invention is to provide anapparatus having-both switching and rerail-V ing instrumentalities tothereby reducev the number of breaks in t-he main track rails requiredby conventional constructions for this purpose.

A further object is to provide an improved track yswitch which isreceived in an open section of the main track rails to form acontinuationy of the main track rails yand a turnout connection tobranch -track rails and which is constructed with ramps for rerailinganged car wheels at its point of installation.

Another object of the invention is to provide a track switch andrerailer having turnout switch points wit-h selfcleaning characteristicsby which movement of the car wheel flanges through the spaces alongsidethe switch points is eifective to clear such space of scrap particleswhich may have collected therein.

Other objects and advantages of the invention will be apparent from thefollowing description.

In the drawings, there is shown a preferred embodiment of the invention.In this showing:

Figure l is a diagrammatic plan view of an open hearth installationshowing the arrangement of the charging tracks with respect thereto andillustrating the manner in which the track switch and rerailer of thisinvention is connected therein;

Figure 2 is an enlarged plan view of one of the track switches andrerailers shown vin Figure 1;

Figure 3 is a side elevation of the apparatus shown in Figure 2;

Figure 4 is a sectional view taken substantially along the line IV-IV ofFigure 2;

Figure 5 is a sectional view taken along the line V-V of Figure 2;

Figure 6 is an enlarged detail sectional view taken along the lineVI--VI of Figure 2;

Figure 7 is a transverse sectional view taken along the line VII- VII ofFigure 2;

Figure 8 is a side elevational view of the pivotal surfaces of the railsconnected thereby and thus form a Patented Decal, 1959 z Y switch pointused in the track switch andV rerailer shown in Figure 2;

Figure 9 is an elevational view of the operating mec anism for theswitch point shown in Figure 8;'and

Figure l0 is a partial and fragmentary elevation of a portion of theapparatus shown in Figure'9 looking in a direction from the right ofFigure 9.

Referring to Figure 1 of the drawings, a battery of open hearthfurnacesrl are lshownas having a pair of main rail tracks 2 and-3running along the front thereof. The provision of the second track 3outwardly "ofthe track 2 is desirable in order that charging cars lilledwithr scrap may be delivered to selected ones of the'furnaces 1 beyondcharging 'cars which may be blocking the tracks 2 in front of otherfurnaces. `Branch tracksy 4 are provided at lspaced intervals along thevmain rail tracks over which charging cars may be switched be-v tweenthe main rail tracks. At each of the connections of the branch trackswith the main tracks, there is provided a track switch and rerailerdesignated as a whole by the numeral 5 and constructed in accordancewith theprinciples of this invention.

The enlarged showing of the trackl switch and rerailer 5 in Figure 2 is`aA showing of the one connected inthe main track 3 in Figure l. .In thisshowing, `the rails of the main track 3 are designated by the numerals 6and 7 `and the rails of thebranch track 4 are designated by the numerals8 and 9. The track switch and rerailer S forms a connector apparatuswhich completes an'interrupted Section in thermain .track rails 6 and`7and'provides a switching connection of the branch track rails 8 and 9 tothe main track rails 6 and 7 in theinterrupted section thereof. Asshown'in Figure 2, the main tracky rails 6 and 7 terminate at the points10 and 11 at one end of the connector 5 and terminate at the'points 12and 13 at the other end of the connectorS. The branch rails 8 and 9terminate at the' points 14 and 15 which are respectively spacedlaterally with respect to the ends 12 'and 13 of the main track rails 6and 7.

The connector 5 has provisions for connection with the ends lll-15 ofthe track rails. Figures 2, 3 and 6, such connecting provisions compriseflanges respectively designated 10a-15a and projecting outwardly fromthe ends of the connector 5 for connection with the ends of ithe railshaving the terminal pointsl respectively designated 10-15.4 Each of theflanges' 10a-15a has a plurality of openings 71 forthe recep-l tion ofbolts (not shown) for fastening the ends of the rails to such flanges asbest shown in connection withz the llanges 13a and 11a in Figure 3.v At.the one end of the connector 5, it willy be noted that the rails 6 and8 andthe rails 7 and 9 are arranged .inlaterally 'spacedpairs with thebranch rail 8 spaced outwardly lof Vthe main rail 6 and the branch rail.9 spaced inwardly of the main rail 7.y The connectionprovisions.12a and14ar for the rails 6 and 8 are similarly spaced laterallywith respectto. each other, andthe connection provisions'laV and 15a for the rails 7and 9`a1e'also spaced laterallyA with respect to each other.v

nection between the main rails 7. The tread. surfaces 17 and 19 are atthe same horizontal level as'the tread surface over which the treads ofange car wheels may roll between the rails connected thereby. Inclinedramps 20 are provided at the'ends of the platformsl and 19 over'whichthe anges of derailed car wheels'inayroll to a position supported onthefsurfaces 17 and 4l19 inra manner to be described.

As best shown in `The treadsurface17-hasportions 21 and 22 at op-4posite ends-thereof which respectively'joinwith'theend 14 of the branchrail 8 and with the end 1t) of the main rail 6. The inner edge of thetread surface 17 is defined by avertically depending guide wall 23whichextends-between the inner edges of the rails 6 and 8 andJ forms aguideforthe flanges of the'wheels` of the carV moving overv therails.and 8. A lowerVV platform surface 24=ex tends inwardlyfrom `the loweredge of thegude wall 23 to the. edge 2S of arerailing platform 26; Theplatform surface 24 is spaced belowl the level ofthe tread surface 17 adistance corresponding to the radial dimension of the car wheel flangesso -thatwhen ay car wheel ange is resting Von the surface 24, its treadwill be atthe same Vertical levelas thetread surface` 17. Aswitch point27 is integrallyconnected with-andv projects upwardly from thesurface 24withtits heel arranged in the space-between rail tread extensions 21 and31i and itspoint projecting towardthe main track rail 6 at-the other endof the con nector 5. The switch point 27 has one edge 28-positionedinwardlyfromand parallel tothe flange guide 23'andits other.'v edge 29in linel with and forming an extension of theinner edgesfofthetreadsurfacesof the'main rails 6,' the edge 29 beingspaced from the yedge 25of the rerailing platform 26. The upper surface 30 of the switch point27 is on a level flush withthe tread surface 17 and has anextension 31atone end thereof'joining it tothe end 12 of therail 6. A rerailingramp32 ispositioned between the raill tread surface extensions 21- and 31'.Thesurface30 of the switch point 27 pro-vides a tread surface overwhichthe treads of ange car wheelsv are-supported when moving.betweenthe railrsections 6.

The. tread surface 19 4on the other side of the connector ShasLportions33 and 34A at oppositeends thereof which connect and formcontinuations-of the'tread surfaces of themainrails 7. The inner edge ofthe tread surface 19 is. defined by a vertically depending guide wall35- which extends between the inner edgesY of the tread surfaces of the.rails 7 and forms aguide for the anges of a car Wheel moving between therails 7. A lower platformsurface 36 extends inwardlyfromv the lower edgeof thel flangegmide wall 35 to the edge 37 of the rerailing platform 26.The surface 36', similarly to the surface-24. is-

spaced below the tread-surface 19 a distancecorrespond ing tothe radialdimension ofthe car wheel flanges soV that when acarwheel,iiangeissupported on thesurface 36itsztread will be at the samevertical. level as the tread surface 19. A part 38: extends upwardlyfrom one'end ofthe surface 36 and: forms acontinuation ofthetreadsurface of thebranchrail 9; Intermediate the-tread surt facegportions 33and 38, arerailing ramp Y39 Vis provided. A switch point 40. is mountedon the surface 36 with `its heelarrangedgenerallyin the space at theends of theV treadsurfaces 33, and38 ofthe rails 7 and 9- at one sideVof, theconnector, andl with itsrpoint. projecting toward the railsection 7 at theother side of the connector. A pivot 41 rigidly secured.withv the heel of the switch point'y 40 mounts itfor pivotal movementover the surface 36 from the position shown in solid lines to the.vposition shown in dotted lines. In the position shown in solid lines,the edge 42 extends angularly. between the inner edges of the treadsurfaces of the rails 9 and 7 and forms a guide sur-- face engageablewith the flanges of a car wheel for switch-- ing a.car movingfrom'rightto left'as viewed in Figure 2 from the main track to the branchtrack, the edge 35-be ing recessed as shownto receivethepoint of theswitch point 40 when;in this position. When the switch point 40 is inthe position shown ingdotted lines, it is ineffective to perform aswitching action of this nature and the tread of the carwheels willr0llover thei surfaces 19 and 30 so that the car willcontinue its movementover the main tracks. The anges of a car wheel moving from left to rightoverV the branch track 9 will automatically cam Switchpoint 40 to theposition shown in solid lines if it isnot already inthat position, and acar wheel moving from left to right over the track 7 will cam the switchpoint-40to the position shown indotted lines: Asbest shown in Figures 7and 8, the switch point 40 has a depth such that its surface 43 ispositioned above the surface 36 a distance corresponding to the radialdimension of `the car. Wheel flanges so that it forms a tread surfacefor the treads of a car wheel whenit is in the position shown in solidlines in Figure 2'.'

As shown;A inFigures 4' and; 8, the. pivot 41 projects downwardlythrough an opening in the portion of the platform-providing` thesurface36 andhasa slot 44.in itsA lowerend in which is received anactuator lug t5A (see Figure9.) securedin theupper end of' a rotatableactuator 46. The actuator 46 extends vertically and is supported forrotationI in brackets 47-secured to a substructure for the tracks.Rotation of the actuator post 46 and pivotal movement of the switchpoint 40 between limited positions is biasedby an elongated tube 48having a steel ball 49 mounted for` gravitational movementtherein fromone endY thereof to the other. rfhe center of the tube 49has a rockerSil'mountingit for rocking move'- ment on a stationary support 51 fromthe position shown in solid lines to either ofthe angularly inclinedpositions designated by the dotted lines 52 and 53, a pin 54 secured toand projecting downwardly from the rocker 50` through a taperedopeningSS in the support 51 being effective to limit the rockingmovement of the tube 48.

ner in which it gravitatesfrornoneend of the tube to the other, the tube48 will always tend to-move toone of its;`

angularly inclinedpositions designated by the dotted lines Y 52 and 53.Rocking movement of theY tube 48 is effecu the rocker and its other endsecured to thetpost 46.

In this manner, tilting movement of the tube 48 to either of its limitedpositions togetherv with the gravitationalA effect of the steel ball 49therein provides a bias for moving the switch point 40 to either ofitstwo operating positionsrespectively shown in solidand dotted lines inFig*- ure 2. The tube 48 in practice will never occupy a neutlal orbalancedpositionas shown in solid lines in FigureV 10 with the switchpoint 40 in a centered position between its operativepositions but willmove to one of its angularly inclined positions with the switch point 40in one or the other of its operative positions. mechanical means suchasicables may beattached to the tube 48 for effecting a tilting movementthereof to therebymove the switch point 40 to its operative positions.

The rerailing platform 26 forms a connection between the end platforms16 and 18- and has somewhat the sameV purpose as' the similar platformof the rerailer structure disclosed in Patent No. 2,354,473 to A. A.Neubaum et al. As shown inl Figures S and 7, the platform is acast'hollowcstructure having reinforcing ribs `and its upper surface6l.` positioned well above the level of the tread surfacesl 17'V and`19and the tread surfaces of the rails. The ends of the platformy 26respectively haveI the shape of an isosceles triangle providing guidesurfaces 621and 63` which converge from a point 64 centrally of therails tothe ends of the side surfaces 25" and 37. At the intersectionsof the guide surfaces with tbe side surfaces 2S and 37, horizontalplatforms' 65 are provided at the upper edges of rerailing ramps 66. Theplatforms 65y are onsubstantially the same level lf desired,

movement is effected by the surface 63 so that the wheel 69 is moved toa position in which its flange is supported on the lower platformsurface 36, this condition being indicated by the third position of thewheel 69 in Figure 2. In this position, the tread of the wheel 69 willengage either with the tread surface 43 of the switch point 40 or withthe tread surface 19 of the platform 18 depending upon the position ofthe switch point 40. Continued forward movement will cause the wheel 68to roll to a position with its flange supported on the lower platformsurface 24. A simi-lar action is effected by the platform 26 and theramps 66 and 28 at the other end of the connector 5. In the event thatthe derailed truck wheels are positioned between the rails 6 and 8 andthe rails 7 and 9, the ramps 32 and 39 will be effective to elevate thewheels to a position in which the wheel 68 has its flanges supported onthe switch point surface 24 and in which the wheel 69 has its flangesupported on the switch point surface 43 or the lower platform surface36 in the case of a car moving fro-m left to right, and continuedmovement of the car wheels from left to right will cause the flanges toroll off the switch point surfaces 30 and 43 onto the lower platformsurfaces 24 and 36 in the event that they are not already on suchsurfaces.

While the switch point 27 has been shown as integrally connected withthe platform surface 24 and the switch point 40 s sho-wn as having apivotal support on the platform surface 36, it will be understood thatboth switch points may be made pivotal. In such case, the heel of theswitch point 27 will be provided with a pivotal connection and bothpoints will be tied together for simultaneous pivotal movement.

From the foregoing, it will be apparent that the connector 5 of thisinvention provides a connection in the interrupted section of the maintrack rails 6 and 7 and is effective also to provide a switchingconnection for the branch track rails 8 and 9 with the main track railsin the interrupted portion thereof. The construction of the connector 5in the form o-f a platform having ramps at the ends thereof in additionprovides for rerailing of car wheels as they approach the connector. Inaccordance with the preferred embodiment of the invention, it will benoted that an adequate switching connection is provided through the useof two switch points one of which is stationary and the other of whichis pivotally movable for the purpose of providing the necessaryswitching action.

With respect to the action of the switch points 27 and 40, attention isparticularly directed to the fact that the vertical depth of theplatform surfaces 24 and 36 below the upper surfaces 30 and 43 isextremely shallow and is no greater-than the radial dimension of the carwheel flanges. By reason of the shallow depth of the spaces along eitherside of the switch points 27 and 40, movement of the car wheel flangesthrough such spaces is effective to clear the surfaces 24 and 36 ofparticles of scrap which may have fallen therein and thus render suchparticles ineffective to derail the car wheels or interfere with pivotalmovement of the switch point 40. This feature is particularly desirablein that it eliminates the cause of switch point breakage common toconventionally constructed switch points.

While one embodiment of my invention has been shown and described itwill be apparent that other adaptations and modifications may be madewithout departing from the scope of the following claims.

I claim:

l. ln a switching and rerailing apparatus for connecting an interruptedsection of a pair of main track rails and for providing a switchingconnection for a pair of branch track rails with the main track rails inthe interrupted section thereof, a switching connector forv insertion insaid interrupted section and having a pair of laterally spaced railconnector platforms at opposite sides thereof, each of said platformshaving provisions at opposite ends thereof for connection in one of therails of the main track and a provision at one of said ends forconnection to a rail of the branch track, said one end of each of saidplatforms having its branch and main rail connecting provisions spacedlaterally with respect to each other, one of said platforms having awheel tread surface extending between the connecting provisions for abranch rail and a main rail on one side of the apparatus and the otherof said platforms having a wheel tread surface extending between theconnecting provisions for the main rail on the other side of theapparatus, said platforms having inwardly facing vertical flange guidingsurfaces at the inner edges of and extending downwardly from theirrespective tread surfaces, and flangeway surfaces for supportingengagement with the car wheel flanges respectively extending inwardlyfrom the bottom of each of said flange guiding surfaces, each of saidflangeway surfaces being spaced vertically below said tread surfaces adistance corresponding to the radial dimension of the car wheel flanges,each of said flangeway surfaces having a switch point thereon with itsheel arranged in the space between one of said laterally spaced pairs ofconnecting provisions and having a vertical dimension above theflangeway surfaces equal to the radial dimension of the car wheelflanges, at least one of said switch points having a pivot connectingits heel with the flangeway surface on which it is positioned, means forrotating said pivot to operate said one switch point, and a rerailingplatform positioned between said laterally spaced rail connectorplatforms, each of said laterally spaced and rerailing platforms havingrerailing ramps at opposite ends thereof over which the flanges ofderailed car wheels may roll onto said connector platforms.

2. An apparatus as claimed in claim 1 characterized by said rerailingplatform having opposite ends thereof shaped in the form of a point toprovide a pair of guide surfaces which diverge toward and intersect withthe c nds of flangeway surfaces at the ends of said laterally spacedplatforms, said guide surfaces being respectively adapted for guidingengagement with derailed car whecls to guide their movement onto saidflangeway supporting surfaces.

References Cited in the file of this patent UNITED STATES PATENTS 53,357Stowell Mar. 20, 1866 328,842 Ford Oct. 20, 1885 569,066 Shockley Oct.6, 1896 577,242 Feltner Feb. 16, 1897 797,772 Hibbets Aug. 22, 1905816,308 Farmer Mar. 27, 1906 1,063,799 Hughes June 3, 1913 1,126,155Young et al Ian. 26, 1915 1,537,508 Swift May 12, 1925 2,354,473Neubaurn et al. July 25, 1944 FOREIGN PATENTS 13,395 Great Britain Mar.18, 1909 of 1908

